US5044331A - Air-fuel ratio control method for an internal combustion engine having spark plugs with heaters - Google Patents

Air-fuel ratio control method for an internal combustion engine having spark plugs with heaters Download PDF

Info

Publication number
US5044331A
US5044331A US07/630,071 US63007190A US5044331A US 5044331 A US5044331 A US 5044331A US 63007190 A US63007190 A US 63007190A US 5044331 A US5044331 A US 5044331A
Authority
US
United States
Prior art keywords
engine
air
heater
electric current
fuel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
US07/630,071
Inventor
Toshiyuki Suga
Shinichi Kitajima
Horiki Kodama
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Assigned to HONDA GIKEN KOGYO KABUSHIKI KAISHA, A CORP. OF JAPAN reassignment HONDA GIKEN KOGYO KABUSHIKI KAISHA, A CORP. OF JAPAN ASSIGNMENT OF ASSIGNORS INTEREST. Assignors: KITAJIMA, SHINICHI, KODAMA, HIROKI, SUGA, TOSHIYUKI
Application granted granted Critical
Publication of US5044331A publication Critical patent/US5044331A/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
    • F02M31/12—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating electrically
    • F02M31/135—Fuel-air mixture
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01T—SPARK GAPS; OVERVOLTAGE ARRESTERS USING SPARK GAPS; SPARKING PLUGS; CORONA DEVICES; GENERATING IONS TO BE INTRODUCED INTO NON-ENCLOSED GASES
    • H01T13/00—Sparking plugs
    • H01T13/02—Details
    • H01T13/18—Means for heating, e.g. for drying
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • This invention relates to an air-fuel ratio control method applied to an internal combustion engine having spark plugs with heaters, and more particularly to a method of this kind applied to an internal combustion engine to which is supplied a fuel containing methanol, which is poor in atomizing characteristic at a low temperature.
  • the mixed fuel connot be readily ignited by the spark plug since the mixed fuel is poor in atomizing characteristic at a low temperature. That is, the mixed fuel causes degraded startability of the engine.
  • the amount of fuel to be supplied at the start of the engine is increased irrespective of whether or not the fuel is sufficiently atomized, as is usually carried out in an internal combustion engine using gasoline as fuel, which is excellent in atomizing characteristic, the resulting air-fuel mixture becomes overrich which causes adherence of fuel to the spark plug and hence difficulty to ignite the air-fuel mixture.
  • the present invention provides an air-fuel ratio control method of controlling the air-fuel ratio of an air-fuel mixture supplied to an internal combustion engine having spark plugs, and heaters for heating the air-fuel mixture in the vicinity of respective ones of the heaters, the air-fuel mixture containing a fuel which is poor in atomizing characteristic at a low temperature.
  • the amount of fuel supplied to the engine is decreased when the detected amount of electric current is increasing.
  • electric current is supplied to the each heater for preheating the air-fuel mixture in the vicinity of the each heater.
  • FIG. 1 is a schematic diagram of the whole arrangement of an engine control system to which is applied the air-fuel ratio control method according to the invention
  • FIG. 2 is a longitudianl cross-sectional view of a spark plug and a heater appearing in FIG. 1;
  • FIG. 3 is a flowchart of a program carried out by a CPU appearing in FIG. 1 for controlling the amount of electric current supplied to the heater;
  • FIG. 4 is a graph illustrating a change in preheating electric current with the lapse of time
  • FIG. 5 is a graph showing the relationship between the battery voltage and the electric current supplied to the heater.
  • FIG. 6 is a graph showing the relationship between the electric current supplied to the heater and the amount of fuel injected.
  • reference numeral 1 designates an internal combustion engine for automotive vehicles.
  • an intake pipe 2 connected to the cylinder block of the engine 1 is an intake pipe 2 across which is arranged a throttle body 3 accommodating a throttle valve 3' therein.
  • a throttle valve opening ( ⁇ TH ) sensor 4 is connected to the throttle valve 3' for generating an electric signal indicative of the sensed throttle valve opening and supplying same to an electronic control unit (hereinafter called "the ECU") 5.
  • the ECU electronice control unit
  • Fuel injection valves 6, only one of which is shown, are inserted into the interior of the intake pipe at locations intermediate between the cylinder block of the engine 1 and the throttle valve 3' and slightly upstream of respective intake valves, not shown.
  • the fuel injection valves 6 are connected to a fuel pump, not shown, and electrically connected to the ECU 5 to have their valve opening periods controlled by signals therefrom.
  • an intake pipe absolute pressure (P BA ) sensor 8 is provided in communication with the interior of the intake pipe 2 at a location immediately downstream of the throttle valve 3' for supplying an electric signal indicative of the sensed absolute pressure within the intake pipe 2 to the ECU 5.
  • An engine coolant temperature (T W ) sensor 9 which may be formed of a thermistor or the like, is mounted in the cylinder block of the engine 1, for supplying an electric signal indicative of the sensed engine coolant temperature T W to the ECU 5.
  • An engine rotational speed (Ne) sensor 10 is arranged in facing relation to a camshaft or a crankshaft of the engine 1, neither of which is shown. The engine rotational speed sensor 10 generates a pulse as a TDC signal pulse at each of predetermined crank angles whenever the crankshaft rotates through 180 degrees, the pulse being supplied to the ECU 5.
  • a battery voltage sensor 11 for detecting a battery voltage (V B ), and a signal indicative of a detected value of the battery voltage (V B ) is supplied to the ECU 5.
  • an ignition switch sensor 12 and a starter switch sensor 13 for detecting the closure of an ignition switch (IG/SW) and a starter switch (ST/SW), respectively, and signals indicative of the closure of respective switches are supplied to the ECU 5.
  • An alarm lamp 14 is connected to the ECU 5 to be supplied therefrom with a lamp-lighting signal when there occurs an abnormality, such as disconnection in a heater 17, referred to hereinafter, to thereby notify the driver of the abnormality.
  • a starter 15 is mechanically connected to the crankshaft of the engine 1 and electrically connected to the ECU 5, for driving the crankshaft in response to a driving signal from the ECU 5 to thereby start the engine 1.
  • a spark plug 16 which is provided for each cylinder of the engine 1, is connected to the ECU 5 via an ignition circuit, not shown, and has its ignition timing controlled by a signal from the ECU 5.
  • FIG. 2 shows the construction of the heater 17 provided for the spark plug 16.
  • a heater element 171 formed of a ceramic heater is arranged in the vicinity of an ignition spark-forming portion 161 of the ignition plug 16.
  • the heater element 171 is in the form of a hollow cylinder having an elongate cutout 1711 and formed of a plularity of heating resistances arranged in a regular pattern and connected in parallel with each other.
  • One end 1712 of the heater element 171 is connected to a stepped shoulder 162 of the spark plug 16, i.e. grounded, and the other end 1713 is connected to a lead wire 174 via a lead 172 and a soldered portion 173.
  • the lead wire 174 is connected to the aforementioned heater current-supplying circuit.
  • the ECU 5 comprises an input circuit 5a having the functions of shaping the waveforms of input signals from various sensors, shifting the voltage levels of sensor output signals to a predetermined level, converting analog signals from analog-output sensors to digital signals, and so forth, a central processing unit (hereinafter called “the CPU”) 5b for calculating the fuel supply amount, ignition timing, etc.
  • the CPU central processing unit
  • memory means 5c storing various operational programs which are executed in the CPU 5b and for storing results of calculations therefrom, etc., an output circuit 5d which outputs driving signals to the fuel injection valves 6, the spark plugs 16, the heaters 17, the starter 15, and the alarm lamp 14, time-counting means 5e for couting time having elapsed after the start of the engine, etc.
  • the CPU 5b operates in response to the above-mentioned engine operating parameter signals from the sensors to determine operating conditions in which the engine 1 is operating, and calculates, based upon the determined operating conditions, the valve opening period or fuel injection period T OUT over which the fuel injection valves 6 are to be opened, by the use of the following equation (1) when the engine is controlled in a normal mode, in synchronism with inputting of TDC signal pulses to the ECU 5:
  • T i represents a basic value of the fuel injection period T OUT of the fuel injection valve 6, which is read from a Ti map set in accordance with the engine rotational speed Ne and the intake pipe absolute pressure P BA .
  • K 1 and K 2 are other correction coefficients and correction variables, respectively, which are calculated based on various engine operating parameter signals to such values as to optimize various characteristics of the engine such as fuel consumption and accelerability depending on operating conditions of the engine.
  • the CPU 5b calculates the fuel injection period T OUT of the fuel injection valves 6 by the use of the following equation (2) when the engine is controlled in a starting mode:
  • T iCR represents a basic value of the fuel injection period T OUT used when the engine is started, and read from a T iCR map based on the engine coolant temperature T W .
  • K Ne is a correction coefficient for increasing the basic value T iCR based on the engine rotational speed Ne.
  • K 3 is other correction variables, e.g. for correction dependent on the battery voltage.
  • the CPU 5b supplies through the output circuit 5d the fuel injection valves 6 with driving signals corresponding to the fuel injection period T OUT calculated as above, over which the fuel injection valves 6 are opened.
  • This program is started when the ignition switch sensor 12 detects closure of the ignition switch for the first time.
  • a step 301 it is determined whether or not the engine coolant temperature T W detected by the engine coolant temperature sensor 9 is equal to or lower than a predetermined value (e.g. -15° C.).
  • a predetermined value e.g. -15° C.
  • the program proceeds to a step 302, where the fuel injection period T OUT is calculated by the use of the equation (2), and based on the calculated fuel injection period T OUT , a known normal engine-starting routine control is carried out.
  • step 301 If the answer to the question of the step 301 is affirmative (Yes), i.e. if the engine is in the low temperature condition in which the startability of the methanol fuel engine is degraded, the supply of electric current to the heater 17 is started to thereby preheat a mixture in the vicinity of the spark plug 16 at a step 303.
  • FIG. 4 shows changes in the electric current (preheating current) supplied to the heater 17 immediately after the electric current supply to same is started.
  • the heater current changes as shown by the solid line in the figure.
  • a large amount of current (rush current) flows through the heater 17 when voltage starts to be applied thereto, since the heater 17 then exhibits a low resistance value.
  • the heater current progressively decreases to a constant value in the vicinity of a predetermined value. If one of the heating resistances connected in parallel forming the heater 17 is disconnected, the amount of preheating current supplied to the heater 17 does not reach the predetermined value, showing a change as indicated by the broken line in the figure.
  • a step 304 following the step 303 it is determined whether or not an amount ⁇ i (absolute value) of change in the preheating current within a very small time period ⁇ t is smaller than a predetermined value C to thereby determine whether or not the preheating current has become stable. If the answer to this question is negative (No), i.e. if ⁇ i/ ⁇ t ⁇ C, which means that the preheating current is not stable, the program returns to the step 303, where the supply of electric current to the heater 17 is continued to thereby continue preheating of the air-fuel mixture in the vicinity of the spark plug 16. On the other hand, if the answer to the question of the step 304 is affirmative (Yes), i.e.
  • the program proceeds to a step 305.
  • the step 304 may be replaced by a step for allowing the program to proceed to the step 305 only after a predetermined time period for preheating, which starts to be counted after the start of preheating, has elapsed.
  • the preheating current (heater current) is equal to or larger than the predetermined value. If the answer to this question is negative (No), i.e. if the preheating current (heater current) does not reach the predetermined value, which means that one or more of the heating resitances of the heater 17 are disconnected, the alarm lamp 14 is lighted to inform the driver of the abnormality while stopping the supply of electric current to the heater 17 (step 306), followed by the program proceeding to the step 302.
  • step 305 if the answer to the question of the step 305 is affirmative (Yes), since the answer to the question of the step 304 is also affirmative, it is judged that the air-fuel mixture can be heated to a temperature high enough to be readily ignited, so that the driver is notified of completion of preheating of the fuel by an indicator, whereby he should start cranking by closing the starter switch. If the ECU 5 is supplied with a signal indicative of the closure of the starter switch from the starter switch sensor 13, cranking is started by the driver (step 307).
  • the program may be constructed such that cranking is automatically started if the answer to the question of the step 305 is affirmative (Yes).
  • the program may be also constructed such that the execution of the present program is started when the signal from the starter switch sensor 13 starts to be supplied to the ECU 5, but the starter 15 is inhibited from being actuated until the program reaches the step 307 or the step 302.
  • the fuel injection period T OUT is calculated by the equation (2), and fuel is supplied to the engine in an amount based on the calculated fuel injection period T OUT in accordance with driving of the starter 15 to thereby carry out cranking.
  • a large amount of electric power is consumed when the starter 15 starts to be operated, so that the battery voltage temporarily drops to a large degree.
  • the supply of the heater current is inhibited in order to reduce the drop in the battery voltage to the minimum possible extent. More specifically, at a step 308, it is determined whether or not the battery voltage detected by the battery voltage sensor 11 is equal to or higher than a predetermined value. If the answer to this question is negative (No), i.e. if the battery voltage does not reach the predetermined value, the supply of heater current is stopped at a step 309, and the program returns to the step 307 to thereby continue cranking. If the answer to the question of the step 308 is affirmative (Yes), the program proceeds to a step 310.
  • the step 310 it is determined whether or not the heater current is increasing during cranking. More specifically, if adherence of fuel to the heater 17 of the spark plug 16 or its peripheral parts occurs, the temperature of the heating resistances becomes lower so that the value of resistance of same becomes lower and hence the heater current increases. On the other hand, if no adherence of fuel to the heater 17 or its peripheral parts occurs, the temperature of the heating resistances becomes higher so that the value of resistance of same becomes higher and hence the heater current decreases. In view of these phenomena, at the step 310, it is determined based on a change in the amount of heater current whether or not adherence of fuel to the heater 17 or its peripheral parts occurs.
  • the fuel injection period T OUT calculated at the step 307 is decreased in accordance with a rate of increase in the heater current at a step 311.
  • the answer to the question of the step 310 is negative (No), i.e.
  • the fuel injection period T OUT calculated at the step 307 is increased in accordance with the rate of increase in the heater current at a step 312. The increasing/decreasing control of the fuel supply amount will be described in further detail with reference to FIG. 6.
  • control of the steps 310 to 312 may be carried out cylinder by cylinder, or for all the cylinders at the same time.
  • a step 313 it is determined whether or not the engine 1 has been started. This determination is carried out by determining whether or not the engine rotational speed Ne has exceeded a predetermined value, e.g. 400 rpm. If the answer to this question is negative (No), i.e. if the engine has not been started, the program returns to the step 307 to continue cranking. On the other hand, if the answer to the question is affirmative (Yes), the program proceeds to a step 314.
  • a predetermined value e.g. 400 rpm
  • the step 314 it is determined whether or not time having elapsed after completion of starting of the engine, which is counted by the time-counting means 5e, has exceeded a predetermined time period. If the answer to this question is negative (No), i.e. if the predetermined time period has not elapsed after completion of starting of the engine, the step 314 is repeatedly executed until the predetermined time period elapses, and when the answer to the question is affirmative (Yes), it is judged that firing of the air-fuel mixture is now being stably carried out, whereby the supply of heater current to the heater 17 is stopped at a step 315, and then the program proceeds to a normal mode control routine at a step 316.
  • the normal mode control routine is based on a known fuel supply control method for normal operation of the engine, wherein the fuel injection period T OUT is calculated by the equation (1), and the fuel injection valves 6 are opened based on the calculated fuel injection period T OUT .
  • the CPU 5b only carries out or stops the supply of preheating current to the heater 17 without controlling the amount of preheating current.
  • a sensor for detecting the concentration in alcohol of the air-fuel mixture may be provided to control the amount of preheating current in response to the output from the sensor such that the preheating current is increased as the alcohol concentration is higher, to thereby promote atomization of the fuel.
  • the heater 17 is arranged on each of the spark plugs. However, it may be arranged in the intake system including the fuel injection valves 6.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)

Abstract

An air-fuel ratio control method controls the air-fuel ratio of an air-fuel mixture supplied to an internal combustion engine having spark plugs, and heaters for heating the air-fuel mixture in the vicinity of respective ones of the heaters, the air-fuel mixture containing a fuel which is poor in atomizing characteristic at a low temperature. The method comprises the steps of (1) determining whether or not a temperature of the engine is lower than a predetermined value, (2) determining whether or not the engine is being cranked, (3) detecting an amount of electric current flowing through each of the heaters, and (4) controlling an amount of fuel supplied to the engine based on the detected amount of electric current when it is determined that the temperature of the engine is lower than the predetermined value and at the same time the engine is being cranked.

Description

BACKGROUND OF THE INVENTION
This invention relates to an air-fuel ratio control method applied to an internal combustion engine having spark plugs with heaters, and more particularly to a method of this kind applied to an internal combustion engine to which is supplied a fuel containing methanol, which is poor in atomizing characteristic at a low temperature.
Conventionally, a control system has been proposed e.g. by Japanese Patent Publication (Kokoku) No. 64-8182, which is provided for an internal combustion engine using a mixed fuel of a plurality of kinds of fuels, for correcting the amount of fuel supply, the ignition timing, the amount of recirculation of exhaust gases, etc. depending on the composition of the mixed fuel.
However, when an internal combustion engine using a mixed fuel containing methanol is started at a low temperature, the mixed fuel connot be readily ignited by the spark plug since the mixed fuel is poor in atomizing characteristic at a low temperature. That is, the mixed fuel causes degraded startability of the engine.
Further, if, in order to improve the startability of the engine using a mixed fuel containing methanol when the temperature is low, the amount of fuel to be supplied at the start of the engine is increased irrespective of whether or not the fuel is sufficiently atomized, as is usually carried out in an internal combustion engine using gasoline as fuel, which is excellent in atomizing characteristic, the resulting air-fuel mixture becomes overrich which causes adherence of fuel to the spark plug and hence difficulty to ignite the air-fuel mixture.
SUMMARY OF THE INVENTION
It is an object of the invention to provide an air-fuel ratio control method for an internal combustion engine using a fuel which is poor in atomizing characteristic at a low temperature and having spark plugs with heaters for heating the air-fuel mixture, in which the amount of electric current supplied to the heater and the fuel supply amount are controlled to thereby improve the startability of the engine at a low temperature.
To attain the above object, the present invention provides an air-fuel ratio control method of controlling the air-fuel ratio of an air-fuel mixture supplied to an internal combustion engine having spark plugs, and heaters for heating the air-fuel mixture in the vicinity of respective ones of the heaters, the air-fuel mixture containing a fuel which is poor in atomizing characteristic at a low temperature.
The air-fuel ratio control method according to the invention is characterized by comprising the steps of:
(1) determining whether or not a temperature of the engine is lower than a predetermined value;
(2) determining whether or not the engine is being cranked;
(3) detecting an amount of electric current flowing through each of the heaters; and
(4) controlling an amount of fuel supplied to the engine based on the detected amount of electric current when it is determined that the temperature of the engine is lower than the predetermined value and at the same time the engine is being cranked.
Preferably, the amount of fuel supplied to the engine is decreased when the detected amount of electric current is increasing.
Also preferably, before starting cranking of the engine, electric current is supplied to the each heater for preheating the air-fuel mixture in the vicinity of the each heater.
The above and other objects, features, and advantages of the invention will become more apparent from the ensuing detailed description taken in conjunction with the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a schematic diagram of the whole arrangement of an engine control system to which is applied the air-fuel ratio control method according to the invention;
FIG. 2 is a longitudianl cross-sectional view of a spark plug and a heater appearing in FIG. 1;
FIG. 3 is a flowchart of a program carried out by a CPU appearing in FIG. 1 for controlling the amount of electric current supplied to the heater;
FIG. 4 is a graph illustrating a change in preheating electric current with the lapse of time;
FIG. 5 is a graph showing the relationship between the battery voltage and the electric current supplied to the heater; and
FIG. 6 is a graph showing the relationship between the electric current supplied to the heater and the amount of fuel injected.
DETAILED DESCRIPTION
The invention will now be described in detail with reference to the drawings showing an embodiment thereof.
Referring first to FIG. 1, there is shown the whole arrangement of an engine control system to which is applied the air-fuel ratio control method according to the invention. In the figure, reference numeral 1 designates an internal combustion engine for automotive vehicles. Connected to the cylinder block of the engine 1 is an intake pipe 2 across which is arranged a throttle body 3 accommodating a throttle valve 3' therein. A throttle valve opening (θTH) sensor 4 is connected to the throttle valve 3' for generating an electric signal indicative of the sensed throttle valve opening and supplying same to an electronic control unit (hereinafter called "the ECU") 5.
Fuel injection valves 6, only one of which is shown, are inserted into the interior of the intake pipe at locations intermediate between the cylinder block of the engine 1 and the throttle valve 3' and slightly upstream of respective intake valves, not shown. The fuel injection valves 6 are connected to a fuel pump, not shown, and electrically connected to the ECU 5 to have their valve opening periods controlled by signals therefrom.
On the other hand, an intake pipe absolute pressure (PBA) sensor 8 is provided in communication with the interior of the intake pipe 2 at a location immediately downstream of the throttle valve 3' for supplying an electric signal indicative of the sensed absolute pressure within the intake pipe 2 to the ECU 5.
An engine coolant temperature (TW) sensor 9, which may be formed of a thermistor or the like, is mounted in the cylinder block of the engine 1, for supplying an electric signal indicative of the sensed engine coolant temperature TW to the ECU 5. An engine rotational speed (Ne) sensor 10 is arranged in facing relation to a camshaft or a crankshaft of the engine 1, neither of which is shown. The engine rotational speed sensor 10 generates a pulse as a TDC signal pulse at each of predetermined crank angles whenever the crankshaft rotates through 180 degrees, the pulse being supplied to the ECU 5.
Connected to the ECU 5 is a battery voltage sensor 11 for detecting a battery voltage (VB), and a signal indicative of a detected value of the battery voltage (VB) is supplied to the ECU 5. Also connected to the ECU 5 are an ignition switch sensor 12 and a starter switch sensor 13 for detecting the closure of an ignition switch (IG/SW) and a starter switch (ST/SW), respectively, and signals indicative of the closure of respective switches are supplied to the ECU 5.
An alarm lamp 14 is connected to the ECU 5 to be supplied therefrom with a lamp-lighting signal when there occurs an abnormality, such as disconnection in a heater 17, referred to hereinafter, to thereby notify the driver of the abnormality.
A starter 15 is mechanically connected to the crankshaft of the engine 1 and electrically connected to the ECU 5, for driving the crankshaft in response to a driving signal from the ECU 5 to thereby start the engine 1.
Further, a spark plug 16, which is provided for each cylinder of the engine 1, is connected to the ECU 5 via an ignition circuit, not shown, and has its ignition timing controlled by a signal from the ECU 5.
A heater 17, which is provided for each of the spark plugs 16, is connected to the ECU 5 via a heater current-supplying circuit, not shown, and the supply of electric current to the heater 17 is carried out or stopped by a signal from the ECU 5. Further, an amount of electric current supplied to the heater 17 is detected thereat, and a signal indicative of the detected amount of electric current is supplied to the ECU 5.
FIG. 2 shows the construction of the heater 17 provided for the spark plug 16. A heater element 171 formed of a ceramic heater is arranged in the vicinity of an ignition spark-forming portion 161 of the ignition plug 16. The heater element 171 is in the form of a hollow cylinder having an elongate cutout 1711 and formed of a plularity of heating resistances arranged in a regular pattern and connected in parallel with each other. One end 1712 of the heater element 171 is connected to a stepped shoulder 162 of the spark plug 16, i.e. grounded, and the other end 1713 is connected to a lead wire 174 via a lead 172 and a soldered portion 173. The lead wire 174 is connected to the aforementioned heater current-supplying circuit.
Referring again to FIG. 1, the ECU 5 comprises an input circuit 5a having the functions of shaping the waveforms of input signals from various sensors, shifting the voltage levels of sensor output signals to a predetermined level, converting analog signals from analog-output sensors to digital signals, and so forth, a central processing unit (hereinafter called "the CPU") 5b for calculating the fuel supply amount, ignition timing, etc. based on various signals indicative of engine operating parameters, and for determining timing for energizing the heater, memory means 5c storing various operational programs which are executed in the CPU 5b and for storing results of calculations therefrom, etc., an output circuit 5d which outputs driving signals to the fuel injection valves 6, the spark plugs 16, the heaters 17, the starter 15, and the alarm lamp 14, time-counting means 5e for couting time having elapsed after the start of the engine, etc.
The CPU 5b operates in response to the above-mentioned engine operating parameter signals from the sensors to determine operating conditions in which the engine 1 is operating, and calculates, based upon the determined operating conditions, the valve opening period or fuel injection period TOUT over which the fuel injection valves 6 are to be opened, by the use of the following equation (1) when the engine is controlled in a normal mode, in synchronism with inputting of TDC signal pulses to the ECU 5:
T.sub.OUT =T.sub.i ×K.sub.1 +K.sub.2                 (1)
where Ti represents a basic value of the fuel injection period TOUT of the fuel injection valve 6, which is read from a Ti map set in accordance with the engine rotational speed Ne and the intake pipe absolute pressure PBA.
K1 and K2 are other correction coefficients and correction variables, respectively, which are calculated based on various engine operating parameter signals to such values as to optimize various characteristics of the engine such as fuel consumption and accelerability depending on operating conditions of the engine.
The CPU 5b calculates the fuel injection period TOUT of the fuel injection valves 6 by the use of the following equation (2) when the engine is controlled in a starting mode:
T.sub.OUT =T.sub.iCR ×K.sub.Ne +K.sub.3              (2)
where TiCR represents a basic value of the fuel injection period TOUT used when the engine is started, and read from a TiCR map based on the engine coolant temperature TW. KNe is a correction coefficient for increasing the basic value TiCR based on the engine rotational speed Ne. K3 is other correction variables, e.g. for correction dependent on the battery voltage.
The CPU 5b supplies through the output circuit 5d the fuel injection valves 6 with driving signals corresponding to the fuel injection period TOUT calculated as above, over which the fuel injection valves 6 are opened.
Next, the control of heater current supplied to the heater 17, which is carried out by the CPU 5b, will be described with reference to a program shown in FIG. 3.
This program is started when the ignition switch sensor 12 detects closure of the ignition switch for the first time.
First, at a step 301, it is determined whether or not the engine coolant temperature TW detected by the engine coolant temperature sensor 9 is equal to or lower than a predetermined value (e.g. -15° C.). This stpe is for determining whether the engine is in a low temperature condition in which the startability of the engine using a fuel containing methanol is degraded.
If the answer to this question is negative (No), i.e. if the engine is not in the low temperature condition in which the startability of the methanol fuel engine is degraded, the program proceeds to a step 302, where the fuel injection period TOUT is calculated by the use of the equation (2), and based on the calculated fuel injection period TOUT, a known normal engine-starting routine control is carried out.
If the answer to the question of the step 301 is affirmative (Yes), i.e. if the engine is in the low temperature condition in which the startability of the methanol fuel engine is degraded, the supply of electric current to the heater 17 is started to thereby preheat a mixture in the vicinity of the spark plug 16 at a step 303.
FIG. 4 shows changes in the electric current (preheating current) supplied to the heater 17 immediately after the electric current supply to same is started. Normally, the heater current changes as shown by the solid line in the figure. In other words, a large amount of current (rush current) flows through the heater 17 when voltage starts to be applied thereto, since the heater 17 then exhibits a low resistance value. Then, the heater current progressively decreases to a constant value in the vicinity of a predetermined value. If one of the heating resistances connected in parallel forming the heater 17 is disconnected, the amount of preheating current supplied to the heater 17 does not reach the predetermined value, showing a change as indicated by the broken line in the figure.
Therefore, at a step 304 following the step 303, it is determined whether or not an amount Δi (absolute value) of change in the preheating current within a very small time period Δt is smaller than a predetermined value C to thereby determine whether or not the preheating current has become stable. If the answer to this question is negative (No), i.e. if Δi/Δt≧C, which means that the preheating current is not stable, the program returns to the step 303, where the supply of electric current to the heater 17 is continued to thereby continue preheating of the air-fuel mixture in the vicinity of the spark plug 16. On the other hand, if the answer to the question of the step 304 is affirmative (Yes), i.e. if Δi/Δt<C, which means that the preheating current is stable, the program proceeds to a step 305. In this connection, the step 304 may be replaced by a step for allowing the program to proceed to the step 305 only after a predetermined time period for preheating, which starts to be counted after the start of preheating, has elapsed.
At the step 305, it is determined whether or not the preheating current (heater current) is equal to or larger than the predetermined value. If the answer to this question is negative (No), i.e. if the preheating current (heater current) does not reach the predetermined value, which means that one or more of the heating resitances of the heater 17 are disconnected, the alarm lamp 14 is lighted to inform the driver of the abnormality while stopping the supply of electric current to the heater 17 (step 306), followed by the program proceeding to the step 302. On the other hand, if the answer to the question of the step 305 is affirmative (Yes), since the answer to the question of the step 304 is also affirmative, it is judged that the air-fuel mixture can be heated to a temperature high enough to be readily ignited, so that the driver is notified of completion of preheating of the fuel by an indicator, whereby he should start cranking by closing the starter switch. If the ECU 5 is supplied with a signal indicative of the closure of the starter switch from the starter switch sensor 13, cranking is started by the driver (step 307).
In this connection, the program may be constructed such that cranking is automatically started if the answer to the question of the step 305 is affirmative (Yes). Alternatively, the program may be also constructed such that the execution of the present program is started when the signal from the starter switch sensor 13 starts to be supplied to the ECU 5, but the starter 15 is inhibited from being actuated until the program reaches the step 307 or the step 302.
At the step 307, the fuel injection period TOUT is calculated by the equation (2), and fuel is supplied to the engine in an amount based on the calculated fuel injection period TOUT in accordance with driving of the starter 15 to thereby carry out cranking.
During cranking, as shown in FIG. 5, a large amount of electric power is consumed when the starter 15 starts to be operated, so that the battery voltage temporarily drops to a large degree. When the battery voltage is lower than a predetermined value, the supply of the heater current is inhibited in order to reduce the drop in the battery voltage to the minimum possible extent. More specifically, at a step 308, it is determined whether or not the battery voltage detected by the battery voltage sensor 11 is equal to or higher than a predetermined value. If the answer to this question is negative (No), i.e. if the battery voltage does not reach the predetermined value, the supply of heater current is stopped at a step 309, and the program returns to the step 307 to thereby continue cranking. If the answer to the question of the step 308 is affirmative (Yes), the program proceeds to a step 310.
At the step 310, it is determined whether or not the heater current is increasing during cranking. More specifically, if adherence of fuel to the heater 17 of the spark plug 16 or its peripheral parts occurs, the temperature of the heating resistances becomes lower so that the value of resistance of same becomes lower and hence the heater current increases. On the other hand, if no adherence of fuel to the heater 17 or its peripheral parts occurs, the temperature of the heating resistances becomes higher so that the value of resistance of same becomes higher and hence the heater current decreases. In view of these phenomena, at the step 310, it is determined based on a change in the amount of heater current whether or not adherence of fuel to the heater 17 or its peripheral parts occurs.
If the answer to the question of the step 310 is affirmative (Yes), i.e. if the heater current is increasing, which means that adherence of fuel to the heater 17 or its peripheral parts occurs, the fuel injection period TOUT calculated at the step 307 is decreased in accordance with a rate of increase in the heater current at a step 311. On the other hand, if the answer to the question of the step 310 is negative (No), i.e. if the heater current is decreasing, which means that no fuel adheres to the heater 17 or its peripheral parts, or if the heater current is constant, which means that the fuel supply amount is appropriate, but it is required to promote ignition since fuel has not been ignited, the fuel injection period TOUT calculated at the step 307 is increased in accordance with the rate of increase in the heater current at a step 312. The increasing/decreasing control of the fuel supply amount will be described in further detail with reference to FIG. 6. Supposing that Δi' represents an amount of change from a constant value I to which the heater current has progrossively decreased before cranking (Δi' assumes a positive value if the heater current is increasing, while it assumes a negative value if the heater current is decreasing), the fuel injection period TOUT is controlled to TOUT (1-Δi'/I).
The control of the steps 310 to 312 may be carried out cylinder by cylinder, or for all the cylinders at the same time.
Then, at a step 313, it is determined whether or not the engine 1 has been started. This determination is carried out by determining whether or not the engine rotational speed Ne has exceeded a predetermined value, e.g. 400 rpm. If the answer to this question is negative (No), i.e. if the engine has not been started, the program returns to the step 307 to continue cranking. On the other hand, if the answer to the question is affirmative (Yes), the program proceeds to a step 314.
At the step 314, it is determined whether or not time having elapsed after completion of starting of the engine, which is counted by the time-counting means 5e, has exceeded a predetermined time period. If the answer to this question is negative (No), i.e. if the predetermined time period has not elapsed after completion of starting of the engine, the step 314 is repeatedly executed until the predetermined time period elapses, and when the answer to the question is affirmative (Yes), it is judged that firing of the air-fuel mixture is now being stably carried out, whereby the supply of heater current to the heater 17 is stopped at a step 315, and then the program proceeds to a normal mode control routine at a step 316. The normal mode control routine is based on a known fuel supply control method for normal operation of the engine, wherein the fuel injection period TOUT is calculated by the equation (1), and the fuel injection valves 6 are opened based on the calculated fuel injection period TOUT.
In this embodiment, the CPU 5b only carries out or stops the supply of preheating current to the heater 17 without controlling the amount of preheating current. However, alternatively, a sensor for detecting the concentration in alcohol of the air-fuel mixture may be provided to control the amount of preheating current in response to the output from the sensor such that the preheating current is increased as the alcohol concentration is higher, to thereby promote atomization of the fuel.
In this embodiment, the heater 17 is arranged on each of the spark plugs. However, it may be arranged in the intake system including the fuel injection valves 6.

Claims (10)

What is claimed is:
1. An air-fuel ratio control method of controlling the air-fuel ratio of an air-fuel mixture supplied to an internal combustion engine having spark plugs, and heaters for heating said air-fuel mixture in the vicinity of respective ones of said heaters, said air-fuel mixture containing a fuel which is poor in atomizing characteristic at a low temperature, the method comprising the steps of:
(1) determining whether or not a temperature of said engine is lower than a predetermined value;
(2) determining whether or not said engine is being cranked;
(3) detecting an amount of electric current flowing through each of said heaters; and
(4) controlling an amount of fuel supplied to said engine based on the detected amount of electric current when it is determined that said temperature of said engine is lower than said predetermined value and at the same time said engine is being cranked.
2. An air-fuel ratio control method according to claim 1, wherein the amount of said electric current flowing through said each heater varies in accordance with the amount of fuel adhering to said each heater.
3. An air-fuel ratio control method according to claim 1 or 2, wherein the amount of fuel supplied to said engine is decreased when the detected amount of electric current is increasing.
4. An air-fuel ratio control method according to claim 1, wherein before starting cranking of said engine, electric current is supplied to said each heater for preheating said air-fuel mixture in the vicinity of said each heater.
5. An air-fuel ratio control method according to claim 4, wherein the supply of electric current to said each heater is continued at least until said electric current flowing through said each heater becomes constant.
6. An air-fuel ratio control method according to claim 5, wherein after said electric current flowing through said each heater becomes constant, cranking of said engine is started when the amount of said electric current flowing through said each heater is equal to or larger than a predetermined value.
7. An air-fuel ratio control method according to claim 5, wherein if the amount of said electric current is smaller than said predetermined value after said electric current flowing through said each heater becomes constant, the supply of electric current to said each heater is stopped and a warning is given.
8. An air-fuel ratio control method according to claim 1 or 4, wherein said engine includes a starter, and a battery for supplying electric current to said each heater and said starter, and wherein when it is determined that said engine is being cranked, the supply of electric current to said each heater is inhibited if the voltage of said battery is lower than a predetermined value.
9. An air-fuel ratio control method according to claim 1 or 4, wherein the supply of electric current to said each heater is stopped when a predetermined time period has elapsed after completion of starting of said engine.
10. An air-fuel ratio control method according to claim 1 or 4, wherein said heaters are arranged on said spark plugs, respectively.
US07/630,071 1989-12-28 1990-12-19 Air-fuel ratio control method for an internal combustion engine having spark plugs with heaters Expired - Fee Related US5044331A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP1-343220 1989-12-28
JP1343220A JP2857660B2 (en) 1989-12-28 1989-12-28 Air-fuel ratio control method for internal combustion engine having spark plug with heater

Publications (1)

Publication Number Publication Date
US5044331A true US5044331A (en) 1991-09-03

Family

ID=18359846

Family Applications (1)

Application Number Title Priority Date Filing Date
US07/630,071 Expired - Fee Related US5044331A (en) 1989-12-28 1990-12-19 Air-fuel ratio control method for an internal combustion engine having spark plugs with heaters

Country Status (2)

Country Link
US (1) US5044331A (en)
JP (1) JP2857660B2 (en)

Cited By (49)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5213082A (en) * 1991-06-26 1993-05-25 Honda Giken Kogyo Kabushiki Kaisha Fuel injection control system for internal combustion engine
US5230309A (en) * 1991-11-11 1993-07-27 Honda Giken Kogyo Kabushiki Kaisha Spark plug heater control system for internal combustion engine
WO1994011933A1 (en) * 1992-11-06 1994-05-26 Robert Bosch Gmbh Electrical heated plug for igniting fuel-air mixtures
US5320519A (en) * 1992-02-27 1994-06-14 Samsung Electronics Co., Ltd. Method for controlling carburetor heater and apparatus therefor
US5365917A (en) * 1993-05-04 1994-11-22 Chrysler Corporation Hot soak for a flexible fuel compensation system
US5402763A (en) * 1990-11-27 1995-04-04 Fuji Jukogyo Kabushiki Kaisha Method of controlling an engine for a flexible fuel vehicle
US5870688A (en) * 1995-11-15 1999-02-09 Unisia Jecs Corporation Misfire diagnostic system for internal combustion engine
US20070119415A1 (en) * 2005-11-30 2007-05-31 Lewis Donald J System and method for engine air-fuel ratio control
US20070119412A1 (en) * 2005-11-30 2007-05-31 Leone Thomas G Engine with two port fuel injectors
US20070119421A1 (en) * 2005-11-30 2007-05-31 Lewis Donald J System and method for compensation of fuel injector limits
US20070119394A1 (en) * 2005-11-30 2007-05-31 Leone Thomas G Fuel mass control for ethanol direct injection plus gasoline port fuel injection
US20070119413A1 (en) * 2005-11-30 2007-05-31 Lewis Donald J Event based engine control system and method
US20070119391A1 (en) * 2005-11-30 2007-05-31 Marcus Fried Control for alcohol/water/gasoline injection
US20070119416A1 (en) * 2005-11-30 2007-05-31 Boyarski Nicholas J System for fuel vapor purging
US7255080B1 (en) * 2006-03-17 2007-08-14 Ford Global Technologies, Llc Spark plug heating for a spark ignited engine
US20070215071A1 (en) * 2006-03-17 2007-09-20 Mark Dearth Apparatus with mixed fuel separator and method of separating a mixed fuel
US20070215102A1 (en) * 2006-03-17 2007-09-20 Russell John D First and second spark plugs for improved combustion control
US20070215104A1 (en) * 2006-03-17 2007-09-20 Stephen Hahn Combustion control system for an engine utilizing a first fuel and a second fuel
US20070215101A1 (en) * 2006-03-17 2007-09-20 Russell John D First and second spark plugs for improved combustion control
US20070215069A1 (en) * 2006-03-17 2007-09-20 Leone Thomas G Control for knock suppression fluid separator in a motor vehicle
US20070215072A1 (en) * 2006-03-17 2007-09-20 Mark Dearth Apparatus with mixed fuel separator and method of separating a mixed fuel
US20070289573A1 (en) * 2005-11-30 2007-12-20 Ford Global Technologies, Llc Warm Up Strategy for Ethanol Direct Injection Plus Gasoline Port Fuel Injection
US20070295307A1 (en) * 2005-11-30 2007-12-27 Ford Global Technologies, Llc System and Method for Engine with Fuel Vapor Purging
US20080035106A1 (en) * 2006-08-11 2008-02-14 Stein Robert A Direct Injection Alcohol Engine with Boost and Spark Control
US7406947B2 (en) 2005-11-30 2008-08-05 Ford Global Technologies, Llc System and method for tip-in knock compensation
US7412966B2 (en) 2005-11-30 2008-08-19 Ford Global Technologies, Llc Engine output control system and method
US7426908B2 (en) 2006-08-11 2008-09-23 Ford Global Technologies, Llc Direct injection alcohol engine with variable injection timing
US7428895B2 (en) 2005-11-30 2008-09-30 Ford Global Technologies, Llc Purge system for ethanol direct injection plus gas port fuel injection
US7461628B2 (en) 2006-12-01 2008-12-09 Ford Global Technologies, Llc Multiple combustion mode engine using direct alcohol injection
US20090038586A1 (en) * 2007-08-10 2009-02-12 Ford Global Technologies, Llc Hybrid Vehicle Propulsion System Utilizing Knock Suppression
US20090038585A1 (en) * 2007-08-10 2009-02-12 Ford Global Technologies, Llc Hybrid Vehicle Propulsion System Utilizing Knock Suppression
US7533651B2 (en) 2006-03-17 2009-05-19 Ford Global Technologies, Llc System and method for reducing knock and preignition in an internal combustion engine
US20090157277A1 (en) * 2007-12-12 2009-06-18 Ford Global Technologies, Llc On-Board Fuel Vapor Separation for Multi-Fuel Vehicle
US7581528B2 (en) 2006-03-17 2009-09-01 Ford Global Technologies, Llc Control strategy for engine employng multiple injection types
US7665428B2 (en) 2006-03-17 2010-02-23 Ford Global Technologies, Llc Apparatus with mixed fuel separator and method of separating a mixed fuel
US7681554B2 (en) 2006-07-24 2010-03-23 Ford Global Technologies, Llc Approach for reducing injector fouling and thermal degradation for a multi-injector engine system
US7730872B2 (en) 2005-11-30 2010-06-08 Ford Global Technologies, Llc Engine with water and/or ethanol direct injection plus gas port fuel injectors
US7740009B2 (en) 2006-03-17 2010-06-22 Ford Global Technologies, Llc Spark control for improved engine operation
US7845315B2 (en) 2008-05-08 2010-12-07 Ford Global Technologies, Llc On-board water addition for fuel separation system
FR2948420A1 (en) * 2009-07-24 2011-01-28 Alain Maurice Ange Magagnini Fuel consumption and unburnt hydrocarbons e.g. carbon-di-oxide, emission reducing method for e.g. petrol engine, of modern motor vehicle, involves heating combustion chamber of each cylinder by heating element emerging into chamber space
US7933713B2 (en) 2006-03-17 2011-04-26 Ford Global Technologies, Llc Control of peak engine output in an engine with a knock suppression fluid
US7971567B2 (en) 2007-10-12 2011-07-05 Ford Global Technologies, Llc Directly injected internal combustion engine system
US8141356B2 (en) 2008-01-16 2012-03-27 Ford Global Technologies, Llc Ethanol separation using air from turbo compressor
US8267074B2 (en) 2006-03-17 2012-09-18 Ford Global Technologies, Llc Control for knock suppression fluid separator in a motor vehicle
CN103147897A (en) * 2013-02-27 2013-06-12 浙江吉利汽车研究院有限公司杭州分公司 Preheating method and preheating system for cold start of engine
US8550058B2 (en) 2007-12-21 2013-10-08 Ford Global Technologies, Llc Fuel rail assembly including fuel separation membrane
US20140202413A1 (en) * 2009-12-15 2014-07-24 Federal-Mogul Ignition Company Spark ignition device for an internal combustion engine and central electrode assembly therefore
US20160017851A1 (en) * 2013-04-09 2016-01-21 Toyota Jidosha Kabushiki Kaisha Fuel injection amount control device
US20170363048A1 (en) * 2013-07-03 2017-12-21 Hidria Aet Air intake heater system and methods

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4501924B2 (en) * 2006-10-25 2010-07-14 トヨタ自動車株式会社 POWER OUTPUT DEVICE, VEHICLE MOUNTING THE SAME, AND STARTING METHOD FOR INTERNAL COMBUSTION ENGINE
CN113494396B (en) * 2020-04-01 2024-09-17 威马智慧出行科技（上海）有限公司 Control method and control system for fuel oil heater, motor vehicle and storage medium

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3868939A (en) * 1972-03-03 1975-03-04 Bosch Gmbh Robert Fuel injection system especially for cold starting and warming up externally ignited internal combustion engines
US4205650A (en) * 1978-05-15 1980-06-03 Szymon Szwarcbier Start aid for combustion engine
US4387676A (en) * 1980-09-04 1983-06-14 General Motors Corporation Cold starting system for alcohol fueled engine
US4433665A (en) * 1981-03-23 1984-02-28 Nippon Soken, Inc. Device for controlling choke valve in carburetor for internal combustion engine
JPS648182A (en) * 1987-06-29 1989-01-12 Toshiba Corp Image forming device
US4870932A (en) * 1988-11-21 1989-10-03 Chrysler Motors Corporation Fuel injection heating system

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3868939A (en) * 1972-03-03 1975-03-04 Bosch Gmbh Robert Fuel injection system especially for cold starting and warming up externally ignited internal combustion engines
US4205650A (en) * 1978-05-15 1980-06-03 Szymon Szwarcbier Start aid for combustion engine
US4387676A (en) * 1980-09-04 1983-06-14 General Motors Corporation Cold starting system for alcohol fueled engine
US4433665A (en) * 1981-03-23 1984-02-28 Nippon Soken, Inc. Device for controlling choke valve in carburetor for internal combustion engine
JPS648182A (en) * 1987-06-29 1989-01-12 Toshiba Corp Image forming device
US4870932A (en) * 1988-11-21 1989-10-03 Chrysler Motors Corporation Fuel injection heating system

Cited By (88)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5402763A (en) * 1990-11-27 1995-04-04 Fuji Jukogyo Kabushiki Kaisha Method of controlling an engine for a flexible fuel vehicle
US5213082A (en) * 1991-06-26 1993-05-25 Honda Giken Kogyo Kabushiki Kaisha Fuel injection control system for internal combustion engine
US5230309A (en) * 1991-11-11 1993-07-27 Honda Giken Kogyo Kabushiki Kaisha Spark plug heater control system for internal combustion engine
US5320519A (en) * 1992-02-27 1994-06-14 Samsung Electronics Co., Ltd. Method for controlling carburetor heater and apparatus therefor
WO1994011933A1 (en) * 1992-11-06 1994-05-26 Robert Bosch Gmbh Electrical heated plug for igniting fuel-air mixtures
US5365917A (en) * 1993-05-04 1994-11-22 Chrysler Corporation Hot soak for a flexible fuel compensation system
US5870688A (en) * 1995-11-15 1999-02-09 Unisia Jecs Corporation Misfire diagnostic system for internal combustion engine
US7640912B2 (en) 2005-11-30 2010-01-05 Ford Global Technologies, Llc System and method for engine air-fuel ratio control
US7584740B2 (en) 2005-11-30 2009-09-08 Ford Global Technologies, Llc Engine system for multi-fluid operation
US20070119421A1 (en) * 2005-11-30 2007-05-31 Lewis Donald J System and method for compensation of fuel injector limits
US20070119394A1 (en) * 2005-11-30 2007-05-31 Leone Thomas G Fuel mass control for ethanol direct injection plus gasoline port fuel injection
US20070119413A1 (en) * 2005-11-30 2007-05-31 Lewis Donald J Event based engine control system and method
US20070119391A1 (en) * 2005-11-30 2007-05-31 Marcus Fried Control for alcohol/water/gasoline injection
US20070119416A1 (en) * 2005-11-30 2007-05-31 Boyarski Nicholas J System for fuel vapor purging
US8434431B2 (en) 2005-11-30 2013-05-07 Ford Global Technologies, Llc Control for alcohol/water/gasoline injection
US8393312B2 (en) 2005-11-30 2013-03-12 Ford Global Technologies, Llc Event based engine control system and method
US8132555B2 (en) 2005-11-30 2012-03-13 Ford Global Technologies, Llc Event based engine control system and method
US7877189B2 (en) 2005-11-30 2011-01-25 Ford Global Technologies, Llc Fuel mass control for ethanol direct injection plus gasoline port fuel injection
US7730872B2 (en) 2005-11-30 2010-06-08 Ford Global Technologies, Llc Engine with water and/or ethanol direct injection plus gas port fuel injectors
US7721710B2 (en) 2005-11-30 2010-05-25 Ford Global Technologies, Llc Warm up strategy for ethanol direct injection plus gasoline port fuel injection
US7694666B2 (en) 2005-11-30 2010-04-13 Ford Global Technologies, Llc System and method for tip-in knock compensation
US20070289573A1 (en) * 2005-11-30 2007-12-20 Ford Global Technologies, Llc Warm Up Strategy for Ethanol Direct Injection Plus Gasoline Port Fuel Injection
US20070119412A1 (en) * 2005-11-30 2007-05-31 Leone Thomas G Engine with two port fuel injectors
US20070295307A1 (en) * 2005-11-30 2007-12-27 Ford Global Technologies, Llc System and Method for Engine with Fuel Vapor Purging
US7647916B2 (en) 2005-11-30 2010-01-19 Ford Global Technologies, Llc Engine with two port fuel injectors
US7357101B2 (en) 2005-11-30 2008-04-15 Ford Global Technologies, Llc Engine system for multi-fluid operation
US20070119415A1 (en) * 2005-11-30 2007-05-31 Lewis Donald J System and method for engine air-fuel ratio control
US7406947B2 (en) 2005-11-30 2008-08-05 Ford Global Technologies, Llc System and method for tip-in knock compensation
US7412966B2 (en) 2005-11-30 2008-08-19 Ford Global Technologies, Llc Engine output control system and method
US7424881B2 (en) 2005-11-30 2008-09-16 Ford Global Technologies, Llc System and method for engine with fuel vapor purging
US7426925B2 (en) 2005-11-30 2008-09-23 Ford Global Technologies, Llc Warm up strategy for ethanol direct injection plus gasoline port fuel injection
US7640914B2 (en) 2005-11-30 2010-01-05 Ford Global Technologies, Llc Engine output control system and method
US7594498B2 (en) 2005-11-30 2009-09-29 Ford Global Technologies, Llc System and method for compensation of fuel injector limits
US7428895B2 (en) 2005-11-30 2008-09-30 Ford Global Technologies, Llc Purge system for ethanol direct injection plus gas port fuel injection
US7647899B2 (en) 2006-03-17 2010-01-19 Ford Global Technologies, Llc Apparatus with mixed fuel separator and method of separating a mixed fuel
US8015951B2 (en) 2006-03-17 2011-09-13 Ford Global Technologies, Llc Apparatus with mixed fuel separator and method of separating a mixed fuel
US7255080B1 (en) * 2006-03-17 2007-08-14 Ford Global Technologies, Llc Spark plug heating for a spark ignited engine
US7533651B2 (en) 2006-03-17 2009-05-19 Ford Global Technologies, Llc System and method for reducing knock and preignition in an internal combustion engine
US20070215071A1 (en) * 2006-03-17 2007-09-20 Mark Dearth Apparatus with mixed fuel separator and method of separating a mixed fuel
US7665428B2 (en) 2006-03-17 2010-02-23 Ford Global Technologies, Llc Apparatus with mixed fuel separator and method of separating a mixed fuel
US7581528B2 (en) 2006-03-17 2009-09-01 Ford Global Technologies, Llc Control strategy for engine employng multiple injection types
US8267074B2 (en) 2006-03-17 2012-09-18 Ford Global Technologies, Llc Control for knock suppression fluid separator in a motor vehicle
US20070215102A1 (en) * 2006-03-17 2007-09-20 Russell John D First and second spark plugs for improved combustion control
US7426907B2 (en) 2006-03-17 2008-09-23 Ford Global Technologies, Llc Apparatus with mixed fuel separator and method of separating a mixed fuel
US7389751B2 (en) 2006-03-17 2008-06-24 Ford Global Technology, Llc Control for knock suppression fluid separator in a motor vehicle
US7665452B2 (en) 2006-03-17 2010-02-23 Ford Global Technologies, Llc First and second spark plugs for improved combustion control
US7933713B2 (en) 2006-03-17 2011-04-26 Ford Global Technologies, Llc Control of peak engine output in an engine with a knock suppression fluid
US20070215104A1 (en) * 2006-03-17 2007-09-20 Stephen Hahn Combustion control system for an engine utilizing a first fuel and a second fuel
US7578281B2 (en) 2006-03-17 2009-08-25 Ford Global Technologies, Llc First and second spark plugs for improved combustion control
US20070234976A1 (en) * 2006-03-17 2007-10-11 Mark Dearth Apparatus with Mixed Fuel Separator and Method of Separating a Mixed Fuel
US7779813B2 (en) 2006-03-17 2010-08-24 Ford Global Technologies, Llc Combustion control system for an engine utilizing a first fuel and a second fuel
US20070215072A1 (en) * 2006-03-17 2007-09-20 Mark Dearth Apparatus with mixed fuel separator and method of separating a mixed fuel
US20070215069A1 (en) * 2006-03-17 2007-09-20 Leone Thomas G Control for knock suppression fluid separator in a motor vehicle
US20070215101A1 (en) * 2006-03-17 2007-09-20 Russell John D First and second spark plugs for improved combustion control
US7740009B2 (en) 2006-03-17 2010-06-22 Ford Global Technologies, Llc Spark control for improved engine operation
US7681554B2 (en) 2006-07-24 2010-03-23 Ford Global Technologies, Llc Approach for reducing injector fouling and thermal degradation for a multi-injector engine system
US7426908B2 (en) 2006-08-11 2008-09-23 Ford Global Technologies, Llc Direct injection alcohol engine with variable injection timing
US8245690B2 (en) 2006-08-11 2012-08-21 Ford Global Technologies, Llc Direct injection alcohol engine with boost and spark control
US7909019B2 (en) 2006-08-11 2011-03-22 Ford Global Technologies, Llc Direct injection alcohol engine with boost and spark control
US20080035106A1 (en) * 2006-08-11 2008-02-14 Stein Robert A Direct Injection Alcohol Engine with Boost and Spark Control
US7461628B2 (en) 2006-12-01 2008-12-09 Ford Global Technologies, Llc Multiple combustion mode engine using direct alcohol injection
US8733330B2 (en) 2007-08-10 2014-05-27 Ford Global Technologies, Llc Hybrid vehicle propulsion system utilizing knock suppression
US20090038586A1 (en) * 2007-08-10 2009-02-12 Ford Global Technologies, Llc Hybrid Vehicle Propulsion System Utilizing Knock Suppression
US20090038585A1 (en) * 2007-08-10 2009-02-12 Ford Global Technologies, Llc Hybrid Vehicle Propulsion System Utilizing Knock Suppression
US8214130B2 (en) 2007-08-10 2012-07-03 Ford Global Technologies, Llc Hybrid vehicle propulsion system utilizing knock suppression
US7676321B2 (en) 2007-08-10 2010-03-09 Ford Global Technologies, Llc Hybrid vehicle propulsion system utilizing knock suppression
US8453627B2 (en) 2007-08-10 2013-06-04 Ford Global Technologies, Llc Hybrid vehicle propulsion system utilizing knock suppression
US7971567B2 (en) 2007-10-12 2011-07-05 Ford Global Technologies, Llc Directly injected internal combustion engine system
US8495983B2 (en) 2007-10-12 2013-07-30 Ford Global Technologies, Llc Directly injected internal combustion engine system
US8235024B2 (en) 2007-10-12 2012-08-07 Ford Global Technologies, Llc Directly injected internal combustion engine system
US8312867B2 (en) 2007-12-12 2012-11-20 Ford Global Technologies, Llc On-board fuel vapor separation for multi-fuel vehicle
US20090157277A1 (en) * 2007-12-12 2009-06-18 Ford Global Technologies, Llc On-Board Fuel Vapor Separation for Multi-Fuel Vehicle
US8118009B2 (en) 2007-12-12 2012-02-21 Ford Global Technologies, Llc On-board fuel vapor separation for multi-fuel vehicle
US8459238B2 (en) 2007-12-12 2013-06-11 Ford Global Technologies, Llc On-board fuel vapor separation for multi-fuel vehicle
US9038613B2 (en) 2007-12-21 2015-05-26 Ford Global Technologies, Llc Fuel rail assembly including fuel separation membrane
US8550058B2 (en) 2007-12-21 2013-10-08 Ford Global Technologies, Llc Fuel rail assembly including fuel separation membrane
US8141356B2 (en) 2008-01-16 2012-03-27 Ford Global Technologies, Llc Ethanol separation using air from turbo compressor
US8375899B2 (en) 2008-05-08 2013-02-19 Ford Global Technologies, Llc On-board water addition for fuel separation system
US8656869B2 (en) 2008-05-08 2014-02-25 Ford Global Technologies, Llc On-board water addition for fuel separation system
US7845315B2 (en) 2008-05-08 2010-12-07 Ford Global Technologies, Llc On-board water addition for fuel separation system
FR2948420A1 (en) * 2009-07-24 2011-01-28 Alain Maurice Ange Magagnini Fuel consumption and unburnt hydrocarbons e.g. carbon-di-oxide, emission reducing method for e.g. petrol engine, of modern motor vehicle, involves heating combustion chamber of each cylinder by heating element emerging into chamber space
US20140202413A1 (en) * 2009-12-15 2014-07-24 Federal-Mogul Ignition Company Spark ignition device for an internal combustion engine and central electrode assembly therefore
US10027092B2 (en) * 2009-12-15 2018-07-17 Federal-Mogul Ignition Company Spark ignition device for an internal combustion engine and central electrode assembly therefore
CN103147897A (en) * 2013-02-27 2013-06-12 浙江吉利汽车研究院有限公司杭州分公司 Preheating method and preheating system for cold start of engine
CN103147897B (en) * 2013-02-27 2015-12-09 浙江吉利汽车研究院有限公司杭州分公司 Engine cold-start pre-heating mean and pre-heating system
US20160017851A1 (en) * 2013-04-09 2016-01-21 Toyota Jidosha Kabushiki Kaisha Fuel injection amount control device
US9951732B2 (en) * 2013-04-09 2018-04-24 Toyota Jidosha Kabushiki Kaisha Fuel injection amount control device
US20170363048A1 (en) * 2013-07-03 2017-12-21 Hidria Aet Air intake heater system and methods

Also Published As

Publication number Publication date
JP2857660B2 (en) 1999-02-17
JPH03202659A (en) 1991-09-04

Similar Documents

Publication Publication Date Title
US5044331A (en) Air-fuel ratio control method for an internal combustion engine having spark plugs with heaters
US5711272A (en) Fuel property detection for an engine using engine speed
EP0231887B1 (en) Method and device for electronically controlling fuel injection device
US5881552A (en) Control system for internal combustion engines and control system for vehicles
US4873950A (en) Engine start control apparatus
US5353775A (en) Air-fuel ratio control system for internal combustion engine
US4389996A (en) Method and apparatus for electronically controlling fuel injection
US4457282A (en) Electronic control for fuel injection
US5689952A (en) Exhaust gas-purifying system for internal combustion engines
US5690075A (en) Method of and apparatus for controlling fuel injection in internal combustion engine
US5036820A (en) Method of determining activation of an exhaust gas concentration sensor equipped with a heater
US5806307A (en) Exhaust gas-purifying system for internal combustion engines
GB2181866A (en) Fuel supply control method for internal combustion engines at starting
US4777924A (en) Fuel supply control method for internal combustion engines after starting
US4844039A (en) Fuel supply control system for internal combustion engines
US4765300A (en) Fuel supply control method for internal combustion engines after starting in hot state
JPH0258459B2 (en)
US4705004A (en) Fuel injection control system for internal combustion engine
US4753209A (en) Air-fuel ratio control system for internal combustion engines capable of controlling air-fuel ratio in accordance with degree of warming-up of the engines
US5791140A (en) Exhaust gas-purifying system for internal combustion engines
US4773378A (en) Fuel supply control method for internal combustion engines after starting in hot state
JP5616264B2 (en) Engine control device
KR0147747B1 (en) Air/fuel ratio control system of internal combustion engine
EP0242862B1 (en) Fuel control apparatus
JPH08277734A (en) Control method for engine fuel injection

Legal Events

Date Code Title Description
AS Assignment

Owner name: HONDA GIKEN KOGYO KABUSHIKI KAISHA, NO. 1-1, MINAM

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNORS:SUGA, TOSHIYUKI;KITAJIMA, SHINICHI;KODAMA, HIROKI;REEL/FRAME:005547/0821

Effective date: 19901122

FEPP Fee payment procedure

Free format text: PAYOR NUMBER ASSIGNED (ORIGINAL EVENT CODE: ASPN); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY

FPAY Fee payment

Year of fee payment: 4

REMI Maintenance fee reminder mailed
LAPS Lapse for failure to pay maintenance fees
FP Lapsed due to failure to pay maintenance fee

Effective date: 19990903

STCH Information on status: patent discontinuation

Free format text: PATENT EXPIRED DUE TO NONPAYMENT OF MAINTENANCE FEES UNDER 37 CFR 1.362